End procrastination in Stuttgart. After modifying her heat vehicles to quickly give birth to the first three children of her electric family (in chronological order, EQC then EQA and EQB), Mercedes now has a real specific platform, reserved for its high-end models. Called the EVA2, it carries the impressive EQS – released a few months ago to wealthier customers – and the most realistic EQE, battery counterpart of the E-Class sedan.
The latter retains the fundamentals of a great Baden road car. 4.95m long, a rear trunk and road presence. The front takes on the ebony grille of the Mercedes EQ. It can be set with stars (optional, at 400 euros), like our test vehicle. Dictated by aerodynamic restrictions, the “two and a half” bodywork is a little less efficient than that of the EQS, the current Cx world champion.
This particular silhouette, with its ultra-short overhangs, hurts the hold. The trunk volume reaches 430 liters compared to 530 for a “traditional” E-Class. The trunk is even less practical, as access is restricted because the dashboard is too far back. Wouldn’t a tailgate be justified on this model? At the bottom, the trunk offers a very minimalistic double bottom: the charging cable will not find its place under the floor. Propulsion requires.
Fortunately, the cabin makes up for this misstep. Rear passengers have Generous breadth in the legs and shoulders, even if the high floor or the inclined seat disturb the most demanding. For passengers 3 and 4, the EQE does better than the E-Class. In the front seats, the presentation is worthy of the very high standards of Mercedes.
Sad spirits – there are many in the automotive press – will notice the presence of some hard plastic in storm doors. Digital instrumentation is very readable. I’12.8-inch square center screen responds quickly to finger and effectively to voice, using the command “Hey Mercedes”. The multitude of menus still requires a few minutes of learning. The very good definition of the front and rear cameras facilitates maneuvers in the city.
The comfort contract
Once out of the parking lot, the driver appreciates it so much the excellent filtration offered by the windows and finishes. Mercedes always does much better than Tesla when it comes to erasing air or road noise. In terms of comfort, let us further salute the pneumatic suspension called “AIRMATIC”. A 2,100 euro option, essential according to our lower back, which manages to maintain a lot of smoothness above 50 km / h while reducing rollover and body movements. In terms of comfort, the “Grand Touring” contract is well fulfilled.
I’single electric motor located on the rear axle (dual engines and four-wheel drive will be available on the EQE 43 4MATIC, from €118,100) it produces the equivalent of 292 hp here. The 0 to 100 km/h is completed in 6.4 seconds, but the sensations are not those of a sports car.
Mercedes pays here for its massive mass (2,355 kg), fortunately offset by the rear steering wheels. These can optionally be rotated by 4.5° and up to 10°. With this last system, the machine turns with singular agility on a winding road. The artificial motion introduced in the steering can be confusing, but the driver quickly has fun “pushing”. Another benefit of the 10th version (you have to go through the 7,000 euros premium package and add 1,600 euros!), the turning radius reduced by two meters, allowing maneuvers worthy of a city car in narrow streets. Handy, when you know that this ship’s wheelbase is measured at 3.12m. But still expensive! The rear wheels turning at 4.5° at 1,600 euros are probably enough for use mainly on roads and highways.
Range from 400 to 450 km
Behind the steering wheel, two blades optimize energy consumption. But let’s trust with our eyes closed (so to speak) in the D-auto mode. Combined with adaptive cruise control and GPS, it reads signals, analyzes other vehicle movements and turns to better fine-tune cruising speed and braking recovery. Again, an adaptation period is necessary, but the calibration convinces. No slamming on the brakes during our test.
And since we’re talking discs and calipers, we were less seduced by the feel of the middle pedal, offering little information and lack of consistency. EQE is savored more over time than on offense.
Board the sedan assembled in Bremen (Germany) a huge 90.6 kWh battery (net capacity), Mercedes promises a range of around 600 kilometers complying with the WLTP homologation cycle. On real German roads, we measured consumption slightly below 20 kWh/100 kilometers on a route that mixes a small section of the Autobahn, winding roads in the Taunus massif and especially tens of kilometers in peri-urban areas. An honorable value given the size and mass of the EQE, allocating a range of 450 kilometers for the sedan. On the road, count just under 400 terminals before reconnecting.
However, be careful: DC charging power is limited to 170 kW peak. It will therefore be necessary half an hour of inactivity to go from 10% to 80% battery, even in the fastest chargers (Mercedes is also a shareholder in Ionity) and thus recover 300 kilometers of driving. If it doesn’t offer the record range of large diesel road cars equipped with XXL tanks, the EQE is a sedan suitable for rational use over long distances. Because even in “fuel oil”, a break is essential… for those behind the wheel.
This “long-range” electric car is almost alone in its niche. In the absence of the Tesla Model S – temporarily unavailable on the French market – we must look to the side of the faster but more expensive Porsche Taycan 2-wheel drive to find a competitor. Or agree to review the livability downwards to be interested in the BMW i4 (4.78 m), or even the Tesla Model 3 long runtime (4.69m). Last opcion? An E-Class 220d, sold for 22,000 euros less than this EQE… At the same time, we didn’t really expect the brand with the star to democratize electric.
We love :
- cushioning comfort
- driving smoothness
- appreciable autonomy
We like less:
- Price after options
- Limited fast charging
- Insufficient safe
Comfortable and endowed with an interesting range, the Mercedes EQE makes you pay dearly for its (real) qualities as a grand tourer.
price and budget
- Model tested: Mercedes EQE 350+ AMG-Line
- Tested version: €83,150
- From: €79,300
- Manufacturer’s average consumption / during the test: 17.7 / 19.5
- Manufacturer of autonomy / during the test (km): 567 / 450
- CO2 (g/km)/bonus: 0 / 0 €
- Tax power: no.
- Country of manufacture: Germany
- Electric, from 292 to 476 hp
Motor: permanent magnet synchronous
Transmission: for rear wheels, 1 gear + reverse gear
Battery: lithium ion
Net capacity (kWh): 90.6
Power (hp): 292
Torque (Nm): 535
Charging: from 10 to 100% at 11 kW in 8h15
Fast recharge: from 10 to 80% in 32 minutes (peak at 170 kW)
Weight (kg): 2,355
Length.xwidth.xheight. (m): 4.95 x 1.96 x 1.51
Wheelbase (m): 3.12
Maximum speed (km/h): 210
0 to 100 km/h(s): 6.4
Test tyres: 255/40R20, Pirelli PZero
Chest of 5 (l): 430
Width at front/rear elbows (m): 1.54 / 1.48
Metallic paint: €1,100
Panoramic sunroof: €1,850
Airmatic suspension: €2,100
Rear steering wheels (4.5°): €1,600
22 kW charger: €100
Head-up display: €1,350
Porsche Taycan, 408 hp, from €88,364
BMW i4 eDrive40, 340 hp, from €59,700
To read on auto-moto.com:
Mercedes C43 AMG: an electrified 4-cylinder for the sports sedan
Mercedes AMG GT 63 SE performance test: competitive hybrid
Mercedes SL 63 AMG 4MATIC + test: our impressions behind the wheel
Mercedes-AMG EQE: the high-performance electric sedan